Internal-combustion engine.



J. KOENIG.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED DEO.20.1910. 1, 1 1 1, 40, Patented Sept. 29, 1914.

3 SHEETS SHEET 1 @aamamsi THE NORRIS PETERS CO. FHOTO-LITHO.,WASHINGTON. D. U.

J. KOBNIG.

INTERNAL COMBUSTION ENGINE:

APPLICATION FILED DBO. 20, 1910.

Patented Sept. 29, 1914.

3 SEEETS-SHEET 2.

gum

J. KOENIG.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED DEC. 20, 1910.

Patented Sept. 29, 1914.

3 SHEETSSHEET s.

IHE NORRIS PETERS ca. PHOTO LH'HO.. WASHINGTON. n L.

UNITED STATES PATENT OFFICE.

JOSEPH KOENIG, or TWO RIVERS, Wisconsin.

INrERNAn-coMBus'rIon" ENGINE.

Specification of Letters Patent. Patented Sept, 29, 1914.

Application filed December 20, 1910. Serial No. 598,447.

T0 aZZ whom may concern." g Be it known that I, JOSEPHITOENIVG, a c1t1-zen of the United States, and resident of Two Rivers, in the county ofManitowoc and State of Wisconsin, have invented certain new and usefulImprovementsinInternal- Combustion Engines; and I do hereby declare thatthe following is a full, clear, and exact description thereof.

My invention refers to internal combus tron engines of the COHIPIGSSlOIltype, 1ts ob ject being to provide simple, economical and eflicienttwo-cycle engines of this general character, whereby a materialreduction of fuel consumption in proportion to its developed H. P. willresult.

The above object is obtained primarily. by cn'iploying a cylinder, theexhaust chamber of which is provided with a series of thermal bodies,over which alternate charges of cold. compressed air and hot spent gasesare Thus maximum compression of the cold air is obtained with the leastexpenditure of power, due to the fact that the surrounding cooledsurfaces are separated from the hot explosion chamber of the cylinderand thus permit a large volume of air to enterthe arrangement also tendsto prevent expansion of the charge w by heat that would otherwise attainand pocket therebetween. This offer a resisting force. The charge ofcold air is thereafter compressed by the main piston and expelled intothe exhaust chamher by a downward movement of the upper auxiliarypiston,which movement closes up the gap between the pair of pistons andincidentally admits the displaced air charge,

that is now heated to the desired temperature, above the same and intothe explosion chamber of the cylinder. In shifting from between thepistons, the charge of cold air in its travel, by a system of portstravels through the exhaust chamber and over the series of thermal.bodies carried the eby to a low temperature thetop face of the auxiliarypiston whereby said charge is heated to the proper degree by absorbing alarge percentage of heat stored in said thermal bodies, by absorption ofthe same from the spent gasesof a previous explosion, incidental toexhaust. The heated charge of air over theauxiliary piston is nextsubjected toajet of oillor gas and ex ploded in the usual manner, theexplosive force being applied to the working stroke of the enginecrank-shaft through the auxiliary and main pistons, which are forceddownward, it being understood that the main piston is directly connectedto said crank-shaft. At the end of the downward or working stroke, theauxiliary piston is then quickly'returned by positive mechanism andexpels vthe hot spent gases that fill the upper portion of the cylinder,through the exhaust andover its series of thermal bodies,

whereby the same are charged with heat that is] stored preparatory toreceiving the next "cold air "charge, and thus the engine completes itscycle movement.

With the above objects in view, my invention consists in certainpeculiarities of construction and combination of parts as set forthhereinafter with reference to the accompanying illustrations andsubsequently claimed.

y In the drawings Figure 1 represents a sectionalelevat1on of an engineembodying the featuresi'of my invention, and Figs. 2, 3, 4 and 5,diagram vlews of thesame 1llustrating the relativeposition of the partsassumed incidental to a complete cycle of the engine. I

Referring; by characters to the drawings,

1 represents an engineflbed, Qan open end cylinder that is boltedthereto, and 3 a crank-shaft,which crank-shaft is journaled in bearingsthat are provided in the enginebed, the crank-shaft being equipped withthe usual fly-wheelsor pulleys 4;.

The head 5 of the cylinderis provided with a sleeve extension 6 andgland 7 forthe reception of a hollow piston-rod 8, the sleeve being ofsuflicient length to remove the gland portion, which constitutes abearing for the piston, from undue contractive and expansive forceofheat generated in the explosion chamber of said cylinder. The innerend of the hollow piston-rod carries an auxiliary hollow piston 9,thebottom face of which is provided with a series of inwardly extendingthimbles for the purpose of increasthe'cooled surface area of saidpiston bottom The piston, in this instance, is shown as being providedwith fluid inlet and return pipes 11, 12, that pass theret-hrough, theouter end of which piston rod is closed by a suitable cap 13, said pipesbeing in flexible connection with a source of fluid supply constitutingthe cooling medium. By this arrangement air, water or other fluid iscirculated through the hollow piston, whereby the lower head of the sameis kept at a low temperature, while the upper head is kept hot by meansof a non-conducting washer 9 that insulates this portion form theremainder.

While I have shown no provision'for cooling the cylinder, it should beunderstood that the same, if desired, may be cooled by any well knownmethod now in use.

The piston-rod 9 is secured at its upper end to a cross-head 1 1, whichcross-head, in turn, is connected to plunger-rods that are suitablyguided in brackets 16 extending from the cylinder. The lower ends of theplunger-rods carry anti-friction rollers Y 17, that engage tracks 18 oi.cam-wheels 19,

the same being rigidly mounted upon the engine crank-shaft. The cylinder2 also carries a main piston 20 that is disposed directly under-theauxiliary piston as-shown, being connected to the crank-pin 3 of theengine crank-shaft by a pitman 21. The main piston is of the usual shellconstruc tion with'the exception that, in this instance, its head isprovided with a series of spurs 22 that are adapted to nest within thethimbles 10 of the auxiliary piston, whereby complete displacement ofair between said pistons is practically'eifected, the spurs serving alsoa cooling mediums for the main piston head,presenting extra surface areato-the cooled auxiliary piston, it being understood that,while I haveshown the spurs as an integral part of the piston, the same may beseparable if desired, such details of construction forming no part of myinvention.

The cylinder is provided with an air intake port 22 and an exhaustchamber 2 1 having an exhaust port 23, which is controlled by a valve25, the valve being operated by a valveear 2'6'under control of acam-lug 27 that is shown as an extension of the cam-wheel 19. Theexhaust chamber 24;

' carries a series of thermal bodies in the form of plates 29, whichplates are spaced apart to permit air to circulate therebetween, therebeing an upper port 30 in the cylinder that communicates with theexplosion chamber 2 of the same, and a lower port 31 that communicateswith said cylinder and exhaust chamber at an intermediate point, theport 81 serving to admit cold air from the afore said cylinder to itsexhaust chamber, from whence it is discharged through the upper port 30into the explosion chamber, above the auxiliary piston, port 30 alsoserving to permit the return of exploded gases to the exhaust chamberfrom said cylinder in the manner to be hereinafter more specificallydescribed.

The cylinder head 5 is tapped by an oil or gas feed-pipe 32 and also aspark-plug 33, which spark-plug, as best shown in the diagram. views, isplaced in an open battery circuit A that is closed at the proper time bya make and break spring 84, the make and break spring being en aged by acontact point 35 that is carried by the cam-wheel 19.

The means just described for producing the necessary spark, forms nopart of my invention and any suitable time-controlled spark mechanismmay be substituted therefor.

The oil or gas feed-pipe as shown in the diagram view Fig. 3, isconnected to the explosion chamber 2 of the cylinder under check-valvecontrol, between which checkvalves there is interposed a pump 36, thepump being linked to one arm of a bellcrank lever 37, which lever isoperated by a pin 38 carried by the cam-wheel 19, whereby gaseous fluidis admitted to said explosion chamber at the proper time. This means foradmitting gas or oil to the explosion chamber of the cylinder also formsno part of my invention as any well known mechanism for effecting thisresult can be substituted for that shown in the diagram. It should alsobe understood that, while I have shown and described my invention asbeing applied to a single cylinder engine, the same is intended to beused as well in connection with engines having multiple cylinders and,

when so used, the results will be proportionately eiiicient.

Referring to the diagram view Fig. 2, the crank-pin 8 of theengine-shaft is a slight distance rearward of its highest point andtraveling in the direction indicated by the arrow upon the cam-wheel 19,and the roller 17 of the plunger-rod, which controls the auxiliarypiston, is at its highest point within the cam-track. In this positionthe auxiliary and main pistons are spaced apart and a charge of cold airis compressed therebetween, a portion of which charge fills the exhaustchamber through port 31, the charge being confined in this positionowing to the fact that there is practically no further upward movementof the main piston, while the upper face of the auxiliary piston isclosed against the cylinder head, cutting off communication between theexplosion chamber and port 30 that communicates with the exhaustchamber. An approximate onesixteenth movement of the cam-wheel .ill nowcause the bottom face of the auxiliary piston to move down and engagethe upper face of the main piston. This downward movement of theauxiliary piston will have no effect upon the main piston due to therelative position of the camwheel and the crank-pin 3 which controls thesame. Incidental to the downward movement of the auxiliary piston, port30 is opened and the compressed air charge is heated to the desired.temperature by passing between the thermal plates 29, and is thenadmitted to the explosion chamber 2. The pistons will now assume thepositions shown in Fig. 8 and, just prior to the completion of themovement before mentioned, pin 38 carried by the cam-wheel engaged thebell-crank 37, and the same through its connections, causes the pump 36to inject a small charge of gas or oil into the explosion chambercontaining the compressed charge of air. The contact point 35 carried bythe cam-wheel will close the battery circuit A incidental to the completion of the downward movement of the auxiliary piston just described,causing the air and gas mixture to be exploded. The explosive force ofthe exploded charge will be exerted upon the auxiliary piston andthrough it to the main piston that is directly connected to the enginecrank-shaft, wherebv the working stroke of said crank-shaft is effectedand at the completion of said stroke the pistons will assume theposition as shown in Fig. 4.

Just before the main piston completes its working stroke, the engagingfaces of the two pistons are separated, due to the fact that theauxiliary piston. started on its downward stroke prior to movement ofthe main piston, which piston now travels the last fraction of itsmovement, advancing under momentum to the position shown in Fig. 4, inwhich po sition the air intake port is opened, whereby a fresh charge ofcold air is admitted be tween the opposite faces of the pair of pistons.At approximately the same time that the pistons assume the positionillustrated in a, the cam-lug 27 will actuate the exhaust valve 25through its valve-gear connections, whereby the exhaust port is opened.

In approximately the next quarter of a revolution of the cam-wheel andcrank-shaft,

the pistons will assume the position shown.

in Fig. 5. Upon starting this quarter revolution the plunger-rod roller17 is instantly acted upon by an inclined stretch 18 of the cam-wheel,causing the auxiliary piston to start upward while the crank-pin, whichcontrols the main piston, is traveling across its lowest point andconsequently will impart practically no movement to said main piston.Hence the auxiliary piston willhave practically completed half of its upward stroke before the main piston starts to follow the same. Theexhaust port being open, the spent gases will be expelled by movement ofthe auxiliary piston through port 30 to the exhaust-chamber and outthrough the exhaust port 23. The spent gases at high temperature thuspassing over and between the thermal plates, will cause the latter toabsorb a large percentage of the heat. The auxiliary piston forapproximately three-quarters of its upward movement will cut off port 31of the exhaust chamber and hence the cold air charge between the pistonscannot escape through said port during this three-quarter travel of saidauxiliary piston.

Incidental to opening of the port 31- by the auxiliary piston,caIn-lug27 permits the exhaust valve to close and hence, as the main pistontravels upward, the charge of coldair between the two pistons cannotescape through the exhaust. Before the auxiliary piston has completedits upward movement, the main piston also starts upon its upwardcompression stroke, as stated prevlously, before the auxiliary pistoncomes to its seat against the piston head, the main pisf ton has cut offthe air intake port 22 and completed approximately a part of its upwardmovement, assuming the position shown in Fig. 5with relation to theauxiliary piston, the cold charge of air being partly expelled throughthe port .31 into the exhaust chamber. Thus it will be seen that, incompleting the cycle from the position shown in Fig. 5, there will be nofurther movement of the auxiliary piston while the main piston willtravel up and compress the charge'of cold air as previously stated, saidpiston, at the end of its stroke, assuming the starting position shownin Fig. 2. Thus it will be seen that, upon a single revolution of theengme crank-shaft cold air 1s adplosion chamber above the auxiliarypiston,

fired and expelled, it being observed that the surfacesof the pistonswhich are utilized as compressors for the cold air charge are maintainedat a low temperature by the cooling medium, these surfaces at all timesbeing isolated from the hot explosion chamber of the cylinder. In thisinstance I have shown and described the ports 30 and 31, of the exhaustchamber as being opened and closed by movement of the auxiliary piston,and the air intake port 22, in a similar manner, is illustrated as beingopened and closed by movement of the main piston, by which arrangementthe mechanism is considerably simplified, due to the fact that valvesfor these various ports are dispensed with, the

' ports, in which case said valves would be opened and closed bytime-controlled mechanism cooperative with the movements of the pistons.

Attention is called to the fact that when the cold compression faces ofthe pistons close together to expel the charge, a thin film ofcompressed air will remain therebetween in the form of a cushion, theforce of which cushion tends to spread the pistons apart when theauxiliary piston reaches the end of its downward stroke and should therebe any tendency of this confined cushion of air to force-the auxiliarypiston backward after the pressure of the exploded charge has beenexpended, the undue strain upon the cam and plunger rod connection withsaid auxiliary piston will be equalized by a. slight yield due toresiliency of the cross-head 14c,

in some instances. The auxiliary piston may have suliicient playrelative to the walls of the cylinder to permit leakage, whereby thisconfined cushion of air may be equalized, by venting the same to theexplosion chamber of said cylinder. However, the expansive force of thecushion of air between the pistons may be compensated for by allowingsuiiicient .play between the grooved walls of the cam wheel withrelation to the cam roller 17, the mechanical construction for obtainingthis feature being immaterial to the invention.

lit should be understood that, while I have shown and described theexhaust chamber 24: as being an integral part of the cylinder, the saidchamber may be, in some instances, in the form of a tube or jacketconstituting a passage in pipe connection with the ports 30 and 31, theexhaust port being under valve-control in said pipe connection, whilethe chamber or passage may or may not be equipped with thermal bodies,such features being within the scope of my invention, which inventionisshown in a simple form in order that complicated details may not confusethe essential elements necessary in carrying out said invention.

1 claim:

1. An internal combustion engine comprising a reeiprocative piston, acylinder therefor having an inlet port alternately opened and closed incooperation with the movement of the piston, an auxiliary pistoninterposed between the head end of the cylinder and main piston, avalve-controlled exhaust chamber having separate ports communicatingwith the cylinder under control of the auxiliary piston, and ignitionmeans terposed between the head end of the cylinder and the first namedpiston, a valvecontrolled exhaust chamber having separate portscommunicating with said cylinder under control of the second piston,thermal bodies in connection with the exhaust chamher, and ignitionmeans communicating with the head end of said cylinder.

3. An internal combustion engine comprising a reciprocative piston, acylinder therefor having an inlet port alternately opened and closed incooperation with movement of the piston, a second piston interposedbetween the head end of the cylinder and the first named piston, avalvecontrolled exhaust chamber having separate ports communicating withsaid cylinder under control of the second piston, thermal bodies inconnection with the exhaust chamber, ignition means in communicationwith the head end of said cylinder, and an oil or gas feed pipecommunicating with the cylinder.

l. An internal combustion engine comprising a reciprocative piston, acylinder therefor having an inlet port alternately opened and closed incooperation with movement of the piston, a fluid-cooled hollow pistoninterposed between the head end of the cylinder and main piston, a valvecontrolled exhaust chamber having separate ports communicating with thecylinder under control of the hollow piston, and ignition means incommunication with the head end of said cylinder.

5. An internal combustion engine comprising a reciprocative piston, acylinder therefor having an inlet port alternately opened and closed incoiiperation with movement of the piston, a hollow piston interposedbetween the head end of the cylinder and main piston, a hollowpiston-rod connected to the hollow piston, fluid pipes communicatingwith the hollow piston-rod, a valve-controlled exhaust chamber havingseparate ports communicating with the cylinder under control of thehollow piston, thermal plates in connection with the exhaust chamber,ignition means in communication with the head end of the cylinder, anoil or gas feed pipe in communication with the head end of saidcylinder, a crank-shaft, and independent operating means connecting thecrank-shaft and pair of pistons.

6. An internal combustion engine 00111- prising a cylinder having an airinlet port, a piston mounted in the cylinder for controlling the airinlet port, a valve-controlled exhaust chamber having ports, one ofwhich communicates with the head end of the cylinder and the othercommunicates with the cylinder at a point intermediate of its length,thermal plates carried by the exhaust chamber intermediate of its ports,a second piston mounted in said cylinder for controlling said exhaustports, and a spark mechanism in communication with said head end of thecylinder.

'7. An internal. combustion engine comprlsing a cylinder, an exhaustchamber havj ing a port communicating with the head end of the cylinderand a secondport communicating with the cylinder intermediatev of itslength, thermal plates carried by the exhaust chamber intermediate ofthe afore said ports, a fluidcooled hollow' piston mounted in the headend of'the cylinder for i controlling said chamber ports, a crankshaft,a cam in rotative relation with, the

crank-shaft, means connecting; the camand; hollow piston, avalve-controlled exhaust port for the exhaust chamber, means 'c0ntrolled by movement of the crank-shaftfor operating the exhaust portvalve, a second piston reeiprocatively mounted within the aforesaidcylinder below the first namedpiston, a pitman connecting the last namedpiston and crank-shaft, means for admitting air to the aforesaidcylinder under control of the last named piston, ignition means incommunication with the head end of the cylinder, and means for feedingoil or gas to said head end of the aforesaid cylinder. 8. An internalcombustion engine it comprising a cylinder having a pair of independentrelativelyactuated pistons therein, a valve-controlled exhaust chamberhaving a pair of ports one of'which-communicates with the head end ofthe cylinder,v the other communicating with the cylinder at anintermediate point, thermal bodies mount-L ed in the exhaust chamber, acrankshaft in pitman connection with one of the pistons, a cam carriedbythe crank-shaft-in connection with the opposite pistonp mean'si foradmitting air to the cylinder between the opposite pistons, means foradmitting gas or oil to thehead end of the cylinder, and

one of the pistons, means for admitting gas to the shifted air, sparkmechanism in communication with the shifted charge of air, avalve-controlled port inythe exhaust chamher for releasing spentgasesfrom the ex haust chamber, and thermal bodies carried by the exhaustchamber over which theair and spent gases are adapted to travelsuccessively.

10.1 internalcombustion engine coniprising a cylinder, ahollowfluid-cooledjpiston imounted in the cylinderfthimbles proje'ctin'ginto the hollow piston from once]? its faces, a second piston mounted inthe cyl inder opposite thefthimbled face ofEt-lidfirst named piston, andspurs extending vfrom the ng adapted to enter the thimbleswof the firstnamed piston incidental to engagement of the opposite faces of the pairof pistons. a IL AninternaI combustion engine com prising a cylinderhaving an exhaust chamber,,an a1r nlet port, and a pair of ports comniuncating with the exhausti chamber,

tandempistonsmounted in the cylinder, a

head of the last named pistom the spurs beshaft provided with actuatingmechanism for the pistons, whereby the'same are sep-"f arated for the.reception of an air charge therebetween, drawn together forcompressingand expelling the aircharge through the exhaust chamber to apoint above one of the pistons preparatory to an explosion of gas-.laden air whereby both pistons are caused to travel downward on a powerstroke andfor thereafterreturning the said pistons at intervals, wherebythe exploded gases are ex-' pelled through the exhaust chamber and aaforesaid pistons,means for injecting oil or gas into the compressed aircharge, and

new charge ofiair is ad'mittedbetween the i means for igniting saidmixture after the same has been shifted from the exhaust chamber to apoint above one of the pistons, whereby the same is exploded to exerttheforce aforesaid upon both of saidfpistons.

12. In an internal combustion engine hav ing a cylinder provided withfluid intake andan exhaust port anda reciprocative piston ;.thecombination of a heat absorbing chamber inlcommunication with theexhaust port,- combustion end of the cylinder andat a point intermediateof its length, an auxiliary piston, a shaft providedwith actuating meansfor the pistons whereby fluid is admitted from the inlet port betweenthe pistons andthereafter-expelled tothe combustion end of'the cylinderthrough the heat absorbing chamber.

i 13., In an internal combustionenginehaving a cylinder provided withafiuld intake port at its cold end, an exhaust port at its combustionend, and a reciprocat ve piston; the combinat on of a heatabsorbingchamber in communication with the exhaust port, combustion end,of said cylinder and at a point intermediate of its length, an auxiliarypiston, ajshaft provided with actuating mechanism for the pistonswherebyfluid is admitted from the intake port to the cold endof the cylinderbetween the pistons, and thereafter expelled through the heat ab sorbingchamber to the combustion tendof said cylinder, a valve for the exhaustport,

and timed actuating means carried by the oftherma'l bodies disposedwithin the chamshaft for the valve whereby the exhaust port o is openedafter an explosion.

v combustion end, anda reciproeative piston;

-' the combinationof a heat absorbing chamher m C'OlllflltlillCfit-IOHwith the exhaust port,

combustion end" of said cylinder and at a point 'intermediate-ofitslength, a plurality her, a double-headed hollow auxiliary piston and acooling medium for that end of the piston which is "in juxtaposition tothe fiuidintake port.

215. In an'internal combustion engine having a cylinder provided with afluid intake shat I for the pistons whereby air is compressed .port atits cold-endyan exhaust port at its combustion end, a reciprocativepiston and an auxiliary piston mounted n the cylinder,

the combination-of a chamber in communi- I cation with the exhaust portof the cylinder and at a. point intermediate ofits ends, a J t providedwith actuating mechanisms between the two pistons at the cold end ofsaid cylinder and thereafter shifted through the exhaust chamber to thehot end of said cylinder incidental to explosion.

. .16. Inan internal combustion engine hav1- combustion end, a'portintermediate of its ends and a reciprocative piston; the combination of;a chamber disposedintermediate of the ends of the cylinder and incommunication with the cylinder exhaust port and its intermediate port,a plurality of thermal bodies disposed in the chamber, and afluid cooledauxiliary piston for controlling communication between the chamber andcylinder; Q j

5 17. internalcombustion engine comprising a cylinder provided withfluid inlet and 5 an exhaust port, a chamber communieating with theexhaust port of the cylinder and at a point intermediate of itsends,-thermal bodies located in the chamber, ajworking pistonreciprocative in the cylinder, a crank-shaft in connection with theworking piston, an auxiliary piston interposed between the workingpiston and combustion end of said cylinder, and cams carried by thecrank shaft in connection with the auxiliary piston whereby timedmovement of the same with. relation-to movement of the v working pistonis'had.

portat'its cold end, an exhaust port at its of its length, an auxiliarypiston actuating mecha ism therefor under control of the crank-shaft forshifting fluid admitted to the cold end of the cylinder to itscombustion end through said heat absorbing cham her, a sleeve extendingfrom the combustion end of-said cylinder, a gland fitted to the end ofthe sleeve at such distance from the explosion end of the aforesaidcylinder as to be comparatively slightly aiiected by heat, and a pistonrod extending through the gland having one end secured to the auxiliarypiston.

- 19. In an internal combustion engine having a cylinder provided with afluid intake port at its cold end, an exhaust port at its combustionend, a reciprocative piston and a crankshaft therefor; the combinationof a chamber in communication with the exhaust port of the cylinder andat a point intermediate of its ends, heat absorbing plates within thechamber, and an auxiliary piston of predetermined length mounted in saidcylinder between its combustion end and piston, actuating means for thepistons under control of the crank-shaft movement, whereby fluid isadmitted through the intake port between the pistons, compressed andexpelled to the explosion end of the cylinder through the chamber andthereafter expelled through the exhaust port incidental to an explosion.

20. In an internal combustion engine hav ing a cylinder provided with afluid intake port at its cold end, an exhaust port at its combustionend, and a reciprocative piston;

JOSEPH KOENIG.

Witnesses RnMUs Konxie, G. A. MAGEE.

Copies: off this patent may be obtainedfor five cents each, byaddressing the Commissioner of Patents,

' Washington, D. C.

